Plex-path circumferential energy control and distribution system

ABSTRACT

The invention comprises an electrical-fluidic control system adapted to control essentially every function of a vehicle. In a preferred embodiment, the invention comprises a single harness formed of electrical and fluidic transmission paths, respectively connected to sources of electrical and fluid power, control means for applying coded control signals to an electrical signal transmission path, and receiving means connected to the electrical signal and power transmission paths for receiving said coded electrical signals to selectively activate electrical and fluidic switching means to operate desired load devices for performing selected vehicle functions.

United States Patent FLEX-PATH CIRCUMFERENTIAL ENERGY CONTROL ANDDISTRIBUTION SYSTEM 8 Claims, 6 Drawing Figs.

US. (l 307/155, 307/10, 340/147, 340/163 Int. Cl I-l02g 3/00 FieldofSearch 307/10, 38,

ELECTRICAL [56] References Cited UNITED STATES PATENTS 2,584,739 2/1952Rees et a1. 340/163 3,035,248 5/1962 Grose et al..... 340/163 3,435,4163/1969 Kretsch et al.. 340/163 3,458,759 7/1969 Chase 307/140UX PrimaryExaminerRobert S. Macon Assistant Examiner-H. J. Hohauser Attorney-Ban,Freeman and Molinare SUPPLY u/vs A/l? a p?- 7 l /33 L T wAL LINE 1 r I.E E 1 mm. r t c u M Li I f f f T 4/ 36 2 44 46 4s 49 5/ .97 38 154%?25g. .-m.- 1 a I supp RESET CLOCK I (12102; 2 22 716 (mo/(c) I I l L ECONTROLLE (OPERATORR /45 COMPZ/TOR SENSOR) PATENTEU FEB? 61am 3,564,280sum 5 [1F 5 AMP RESET -5/GNAL GENERATOR INVENTORS PETER W. soaNEFEsT, BYRALPH a. NEDBAL BAY E. 5755 gzz FLEX-PATH CIRCUMFERENTIAL ENERGY CONTROLAND DISTRIBUTION SYSTEM BACKGROUND OF THE INVENTION The electricalwiring systems in many modern vehicles, such as automobiles, have beendeveloped over the years in a brute force fashion wherein an increase inthe number of power operated devices used in the vehicle has beenachieved primarily by the expedient of adding more wires and switches tothe existing electrical harness. Manifestly, this approach, with itslarge number of connections and its high complexity, has not resulted inthe most efficient and reliable type of system.

Furthermore, such present systems are difficult to diagnose when afailure does result. At the same time the replacement of parts often ismade more difficult because of the great number of wires present in thesystem. Those skilled in the art know that a substantial percentage ofthe problems arising in automobiles today are due to electrical systemfailures.

SUMMARY OF THE INVENTION The present invention therefore has as itsprincipal object the provision of an improved control system forvehicles which overcomes the defects of prior electrical harnesses andwhich is characterized by better assembly procedure, high systemreliability, simple trouble diagnosis and simple replacement procedures.I

In a preferred embodiment, the invention takes the form of a harnesswhich advantageously may be positioned around the vehicle and to whichlogic, control and display modules may be connected for controllingevery function of the vehicle, such as lighting, comfort, transmission,ignition, power assist, air-fuel, and the like. The harness compriseselectrical and fluidic transmission paths for transmitting controlsignals, timing signals, electrical power and fluid power between thepower sources, the control logic and the receiving modules to effect thedesired automotive functions.

The harness can be formed of a single fluid supply tube formed ofelectrically conductive material or it may comprise 4 a plurality ofelectrical wires in combination with one or more fluid supply tubes, thebasic requirement being that the harness must be capable of providingboth electrical and fluidic.

module or modules to be selected, the load devices associated with theselected modules are activated to perform the desired function. Eachreceiver module has an integrated circuit with an associated electricpower amplifier or a fluidic amplifier or an electrical relay or anycombination of them. The integrated circuit selected by the coded signalpermits the electric power or the fluidic power from the harness to beapplied to the load device. The electric power can be utilized toprovide electric energy to various electrical loads, such as electricmotors or lights, and the fluidic power can be utilized to actuatefluidic loads, such as hydraulic power servos in the transmission andmode selection doors in the comfort system.

The various objects, advantages and features of the invention are moreclearly set forth in the detailed description of the preferredembodiment which follows.

BRIEF DESCRIPTION OF THE DRAWINGS In a detailed description whichfollows, reference will be made to the drawings in which: 7

FIG. 1. is a pictorial view of the invention as embodied in anautomotive vehicle;

DESCRIPTION OF THE PREFERRED EMBODIMENT Referring now to the drawings,and more particularly to FIG. 1, there is illustrated automotive vehicleembodying an exemplary form of the inventive electric-fluidic controlsystem. Those skilled in the art will appreciate that the term fluidicsas used herein includes moving part fluid operated devices as well asnonmoving part devices, sometimes called flueric devices.

The vehicle 10 has a harness 11 positioned about its periphery orcircumference such that various power, control and receiver modules maybe connected thereto at any desired location on the automobile. Thus,the power modulel2 incorporating the sources of electrical and fluidicpower can be located beneath the hood of the vehicle for connection tothe harness 11. Advantageously, in one embodiment of the invention, theelectrical power source may comprise a 12 volt battery and the fluidicpower source may comprise a compressor capable of delivering air at apressure of l 2 lbs. p.s.i.g.

It further will be appreciated as the description of the inventionproceeds that it is not intended to limit the use of the system to anyparticular number of electrical or fluid operated load devices and thatthe illustrative load devices shown in FIG. 1 and described herein areintended to be merely exemplary of the great utility and flexibility ofthe invention. Thus, other modules which may be connected to the harness11, as illustrated in FIG. I, include two head light modules 13 and 17,the two parking and turn signal lights 14 and I6, and the horn 15, alllocated in their normal positions at the front of the vehicle. Theharness also is shown as connected to the front side light module 18 atone fender, the window I9 and door lock 20 modules at the side doorlocations, the rear side light module 21 and the fuel sensor module 29at a rear fender location. At the rear of the automobile are the brakelight and turn signal modules 22 and 26, the rear taillight modules 23and 25 and the trunk lock module 24. In addition, for purposes ofillustration, FIG. 1 shows the windshield wiper 27 and the comfortmodule 28 connected to the harness 11 at a position forward of thedashboard, and a display module 30 together with a control or sendermodule 31 connected to the harness 11 at the dashboard location.Manifestly, as the explanation of the invention proceeds, it will becomeclear that any desired number of electrically operated or fluid operatedload devices may be controlled from the common harness 11 in accordancewith the principles and teachings of the invention.

FIG. 2 illustrates the manner in which the modules may be connected to acommon harness 11. In this example, the harness 11 is formed of anelectrical supply line 32, an air supply tube 33, and electrical signalor information line 34 and an electrical clock or timing line 35.

A source of electrical power 36, such as a 12 volt battery or the like,is connected between ground (the chassis of the car is the ground of thesystem) and electrical supply line 32. Thus,

the latter carries the electrical power to all other modules compressorcapable of supplying compressed air at a pressure of 12 p.s.i. butclearly any other fluid power source, either positive or negative, maybe utilized.

A clock or timing module 42 is connected between the electrical supplyline 32 and ground, and its output is supplied to the clock line 35 bymeans of the connector 43. The purpose of the clock module 42 is tosupply timing pulses to all of the modules connected to the harness 11so that their operations will all be synchronized from a common clocksource. Advantageously, in a preferred embodiment of the invention, theclock module 42 comprises an oscillator or pulse generator of anysuitable construction which is capable of providing output timing pulsesat a frequency of 100,000 cycles per second.

FIG. 6 illustrates a schematic diagram of a reset signal generator 38which supplies a coded signal through connection line 41 to signal line34 for the purpose of resetting all sending and receiving modules. Inthis illustrative embodimerit, the reset signal generator consists of a4-bit binary counter, formed of trigger flip-flop stages 101, 102, 103and 104, the AND gate 105 and the line amplifier 106. The freerunning(i.e., not reset) binary counter of flip-flops 101, 102, 103 and 104 istriggered by the clock signal on line 35 through line 40. The AND gate105 is connected to the one state outputs of all flip-flops in thecounter except the lowest order flipflop 101. The AND gate 105 isenabled for two consecutive clock states (or clock cycles) which in thiscase is time count 14 and 15.

Amplifier 106 transmits a signal onto signal line 34 through line 41during these two consecutive clock states. Thistwoconsecutive-clock-state signal forms the coded reset signal to bereceived by all sending and receiving units of the system. It should benoted that there must never be another similar signal for twoconsecutive clock states transmitted on the signal line 34 during acountercycle (in this illustrative case 16 clock states) since anothersuch signal would look like a reset code to all the senders andreceivers causing all to become reset without completing a wholecountercycle.

Another module illustrated in H6. 2 of the drawing, and described ingreater detail below, is the sender module 44. The latter is connectedto a suitable controller 45 which may take the form of a sensor, acomputer, an operator, or any combination of the same. The purpose ofthe sender 44 is to transmit coded information signals throughout theharness 11, by means of the signal line 34, so that a selected module ormodules will be activated to operate the associated load devices for theperformance of a desired function. Sender module 44 receives itsoperating power from the electrical supply line 32 and is synchronizedwith the remaining circuits by its connection to the clock line 35 andsignal line 34.

As stated above, any number of receiver modules may be connected to theharness 11 such that they may respond to their uniquely coded signalsfor the performance of an electrical or fluidic operated function. Thenext module shown in FIG. 2 is representative of the receiver modulesused for providing electrically actuated functions. Such receivermodules used for providing electrically actuated functions. Suchreceiver module 46 is connected to the electric supply line 32 toreceive electrical operating power, to the signal line 34 to receive thecoded information and reset signals, and to the clock line 35 to receivethe timing signals.

The output of receiver module 46 is provided over the conductor 47 to anelectrical load device 48. The latter is connected between theelectrical supply line 32 in the harness 11 and ground. lf, for example,the signals transmitted over the signal line 34 of harness 11 containsthe code for which the receiver module 46 has been set, then thereceiver module 46 supplies an output signal over the connector 47 toturn on the electrical load device 48. Thus, if the electrical loaddevice 48 were the automobile horn, for example, the horn would beactuated whenever the properly coded signals corresponding to thereceiver module 46 setting were transmitted down the signal line path34.

In a similar manner, a fluidic load device may be selected and actuatedwhen the sender 44 transmits a properly coded signal down the signalline path 34. This is illustrated by the receiver module 49 which isconnected to receive electrical power from the power line 32,information and reset signals from the line 34 and timing signals fromthe clock line 35. The output of receiver module 49 is applied by theconnector 50 to the fluidic load device 51. The latter is connected bythe tube 52 to receive fluidic power from the harness air supply tube33. Thus, if the fluidic load device 51 is a pneumatic trunk lock, forexample, and the properly coded signal was received by the module 49from the harness signal line 34, receiver module 49 would supply anoutput signal over the connector 50 to the fluidic load device 51 tocause the compressed air in the tube 52 to operate such pneumatic trunklock.

FIG. 3 illustrates a schematic diagram of a typical sender circuit whichcan be attached to the harness 11 to provide coded signal. informationso that desired receiver modules can be selected and operated. As shownin FIG. 3, the sender circuitcomprises a binary counter formed of theflip-flop stages 54, 55, 56 and 57, plus the reset circuit comprised offlip-flops 107 and 108, the AND gates and the amplifier. Those skilledin the art are thoroughly familiar with the various forms which suchbinary counters can take in actual practice and, therefore, the binarycounter stages are shown in block form only. Each flip-flopstage of thebinary counter is capable of being switched to either one of two states,such states representing the digits 0 and 1, respectively. Although thebinary counter illustrated in FIG. 3 comprises four stages, capable ofachieving a count up to 16, it will be understood that a larger orsmaller number of flip-flop stages may be utilized, as desired.

Two J-K flip-flops 107 and 108, and the AND gate 109 comprise the resetcircuit which responds to the reset code generated in the reset signalgenerator and transmitted on the signal line 34. The reset code fromsignal line 34, which advantageously in this illustrative embodiment iscomprised of a signal for two consecutive clock states. enters the Jinput of flip-flop 107 causing flip-flop 107 to be set to a 1 upon thearrival of the next clock pulse on clock line 35. The output offlip-flop 107 and the signal from signal line 34 are fed into the ANDgate 109. The output of the AND gate 109 is connected to the J input offlip-flop 108. if flip-flop 107 is set to a l and there is a signal online 34 (the case during the second consecutive signal on the line 34),flip-flop 108 is set upon the arrival of the next clock pulse. Theoutput from flip-flop 108 is connected through line 110 to all resetinputs of counter flip flops 54, 55, 56 and 57. These counter flip-flopsare reset to zero whenever flip-flop 108 is set to 1.

It will be noted that the J-K flip-flops 107 and 108 are provided with aK input as well as the 1 input and the clock 'l' input. As shown in FIG.3, the K input is permanently connected to a l signal source. Thus,whenever a 1 is applied to a .l input, the flip-flop changes to a 1state when a clock pulse is applied to the T input and changes back to 0state at the next following clock pulse on the T input, even if the 1remains at the J input during the second clock pulse. It can be seenthat the J-K flip-flops are always reset by changing to a 0 state on theclock pulse following the clock pulse that set the flip-flop to the 1state. The operation of such .IK flip-flops is well known, as describedin the publication entitled USING MRTL l/C FLIP- FLOPS by MotorolaSemiconductor Products Inc. dated Sept. 1966.

After being reset the counter flip-flop stages begin counting clockpulses received from line 35. The selective outputs of the flip-flopcounter stages are connected to the AND gate 59 along with a line fromswitch 61. 1f switch 61 is closed (those skilled in the art willappreciate that switch 61 can take the form of some electrical outputfrom a computer or controller) and there is a coincidence of inputs tothe AND gate 59 from the counter, there will be an output from the ANDgate on line 111 to amplifier 62. Amplifier 62 transmits the AND gateoutput to the signal line 34. In FIG. 3, the output from the AND gate 59would occur during counter count 1 (a T 1). Other sending modules maysend outputs at different counter states. Furthermore, it is fullywithing the principles of the invention that there may be severalsending modules at the same counter state, in the event control frommore than one location is desired.

In a manner to be described in greater detail below, the receivermodules which have been coded to respond to the T 1 signal are activatedto actuate their primary load devices and thereby provide the desiredcircuit function. For example, if the automobile head lights arecontrolled by a receiver module coded to respond to a T 1 signal, thenthe closing of the switch 61 in the sender circuit-either by theautomobile driver, the computer, or by a sensor element such as aphotocell-will result in the head lights being turned on. Although allof the receiver modules are connected to the harness 11 and will receivethe transmitted T 1 signal, only those modules which have been coded torespond to such signal will be actuated and the remaining modules willremain inactive.

FIG. 4 illustrates a typical receiver module circuit which is adapted tobe connected to the harness 11 to receive the coded control signalsrequired for the actuation of the module in order to effect a desiredfunction. As shown in FIG. 4, the receiver circuit comprises a resetcircuit, a binary counter formed of a plurality of flip-flop stages andan AND gate in a manner similar to the typical sender module as shown inFIG. 3 of the drawing.

lnaddition, an On-Off circuit composed of two J-K flipflops and an ANDgate is provided to store the face that the module has received itscoded control signal.

The reset circuit comprised of flip-flops 112, 113, and AND gate 114,functions in an identical manner to the reset circuit in FIG. 3 to resetthe flip-flops 69, 70, 71 and 72.

The reset circuit is connected to receive the reset signals from thesignal line 34 and timing signals from the clock line 35 so that thecounter will be reset in a cyclic manner in synchronism with all othersend and receive counters.

For purposes of illustration, the binary counter flip-flops comprise a4-bit counter with the output lead 74 being connected to the 1 stateoutput of flip-flop 69 and the output leads 75, 76 and 77 beingconnected to the 0 state outputs of flipflops 70, 71 and 72,respectively. Thus, the typical receiver circuit of FIG. 4 is shown, forpurposes of illustration, as a receiver which is connected to respondonly to a T 1 signal pulse on signal line 34, since there will be anoutput on all of the output leads 74, 75, 76 and 77 only at the time T 1in the cycle. Each of these output leads is connected to AND gate 78 andat the time T 1 only, the AND gate is permitted to transmit a signal attime T 1 from the signal line 34. It now is clear that when a T 1 pulseis transmitted on the signal line 34, and only at this time, the ANDgate 78 will provide an output on line 116, to the J inputs of .ll(flip-flops 117 and 118. Flipflops 117 and 118 will be set to 1 by theoccurrence of a clock pulse (in this case a T 2 clock pulse) is there isa signal on line 116 during T 1. An ON signal will appear on line 81 onthe output of flip-flop 118 to be used to actuate an associated loaddevice. Flip-flop 118 will not be reset to 0 unless there is an input toits K input from the output of AND gate 119. The AND gate 119 receivesits inputs from the reset signal line 115 and from the 0 output offlip-flop 117. Flip-flop 117 receives a signal from reset line 115 onits K input and is thus reset to zero, if it were in a 1 state, by theclock pulse that follows the reset signal. The AND gate 119 would not beenabled during these times since the flip-flop 117 does not become 0until after the reset signal has occurred. (Note that flip-flop 113 andflip-flop 117 change state from 1 to 0 on the same clock pulse. Eventhough there is a possibility of AND gate 119 being enabled for aninstant because of .differences in switching times in the flip-flops 113and 117, flip-flop 118 .cannot possibly switch since the clock pulse hasalready entered its trigger input.) If, however, there is no signalduring T 1 on line 116 and flip-flop 117 does not become set to a 1state (i.e., it stays in 0 state), AND gate 119 will be enabled whenthere is a reset signal on line 115. Flip-flop 118 will then be reset to0 on the next clock pulse.

This will turn the ON signal on line 81 off. Therefore, the associatedload device will be turned off at this time.

While the construction and operation of the typical modules and receivercircuits of FIGS. 3 and 4 have been described in connection with a T 1signal count, it will be apparent to those skilled in the art that suchsender and receiver circuits may be coded for other signal codes suchthat a number or receiver modules can be connected to-the harness 11 foroperating their associated load devices only at desired selected times.In this way, all of the modules can be connected to a common harness butthe coding of the signals permits the selected actuation of only thedesired modules associated with the functions to be performed.

In accordance with a feature of the present invention, a selection of areceiver module, in the manner described above, permits the actuation ofan electrically powered or fluid powered load device. FIG. 5 of thedrawing illustrates an exemplary interface for each of such loads.

In the electrical interface andload, shown in FIG. 5, the output of thereceiver 46, when it is turned on by a properly coded signal from thesignal line 34, is amplified by the amplifier 83 to turn on thetransistor 85 or some other switching device, such as a relay. Amplifier83 and transistor 85, each receive electrical power from the electricalsupply line 32 by means of the leads 84, as does receiver 46. When thetransistor 85 is turned on, a circuit is completed from the electricalsupply line 32 to the electrical load device 48 to actuate the latterand to enable it to perform itsfunction.

The fluidic interface and load operate in a similar fashion; theselection of receiver 49 by a properly coded signal from signal line 34provides an output through the amplifier 87 to energize-the electricmagnet 90. This energization causes the armature 91 to be moved towardport 110. in doing so, the armature 91 blocks a small air leak which hadexisted in the fluid port 110 and switches the fluidic amplifiercomprised of the NOR gates 95 and 96 to provide pneumatic power to thefluid load device 51.

As shown in FlG. 5b, the fluidic amplifier is connected by the air tube97. The illustrated amplifier is comprised of two NOR gates 95 and 96,each of which is connected to the main supply tube 97 for theirrespective air supply. NOR gate 96 is connected directly whereas NORgate 95, being the lower stage of the amplifier, is connected by tube102 through a resistor 101 which decreases the allowed flow whichfacilitates a lower power requirement to switch this stage. Theswitching pressure for gate 95 is obtained by tapping off the supplytube 102 with tube 107 through another resistor 103. This resistordecreases the pressure in the control tube 107 since the pressure at thecontrol part 104 necessary to switch the flow from the preferred port105 to the load actuation port 106 is only a small percentage of thegate supply pressure 108. The control tube 107 pressure is controlled,however, by the bleed rate out of port 110, which in turn is controlledby the position of the electromagnet armature 91.

When the electromagnet is not activated, the armature 91 is in theuppermost position A, allowing full bleed out of port 110, reducing thepressure in tube 107 below that needed to switch the flow from leg 105to leg 106. When the electromagnet is energized, the armature is movedto position B, closing down the bleed rate from port 110, increasing thepressure'in tube 107 to that needed to switch the flow from leg 105 to106, which is connected to the control port 109 of the second stage gate96, which then switches its output to port 111 to activate the requiredfluidic load device 51. The latter may take the form of anypneumatically operated device such as a piston, diaphragm, cylinder orthe like and can be used to actuate primary devices such as theautomotive door locks, hood latches or power servos in the transmission.

In view of the complete description of the inventive electrical-fluidiccontrol system given above, in conjunction with the illustrative modulesshown in the drawing, those skilled in the art now will appreciate thata single harness having electrical and fluid transmission paths can beused to control essentially every desired function in the automotivesystem. These principles not only provide a control system having highersystem reliability than presently existing electrical harnesses but, inaddition, greatly simplify trouble diagnosis since a simple connectioncan be made at any point in the harness to permit an extema] tester tocheck the entire system in a relatively short time. Still further, oncethe problem is known, a new module can quickly be substituted for thedefective module to permit more effective replacement and repairprocedures.

It will be understood that the various embodiments of the invention,which have been described, are merely illustrative of an application ofthe principles of the present invention. Those skilled in the art willreadily understand that numerous other embodiments and modifications maybe made without departing from the true spirit and scope of theinvention.

We claim:

1. An electrical-fluidic control system comprising, in combination:

a source of electrical power;

a source of fluidic power;

a harness for selectively connectingelectrical and fluidic power todesired load devices, said harness comprising a fluid transmission pathconnected to said source of fluidic power, electrical power and signaltransmission paths connected to said source of electrical power, controlmeans for applying control signals to said electrical signaltransmission path, and receiving means connected to said electricalpower and signal transmission paths for receiving said control signalsto selectively activate electrical and fluidic switching means tooperate desired load devices. I

2. An electrical-fluidic control system in accordance with claim 1wherein said harness comprises: an air tube for carrying compressed airfrom said fluidic power source, and a plurality of electrical conductorsfor carrying said electrical power and said control signals.

3. An electrical-fluidic control system in accordance with claim 1wherein said harness is located in the automotive vehicle and saidcontrol and receiving means are positioned in modules connected to saidharness at various locations around said automotive vehicles.

4. An electrical-fluidic control system in accordance with claim 3wherein some of said receiving means are connected to control electricalload devices to perform electrically operated functions when actuatedand some of said receiving means are connected to control fluidic loaddevices to perform fluidically operated functions when actuated.

5. An electrical-fluidic control system in accordance with claim 1wherein said control means applies coded signals to said electricalsignal transmission path to actuate desired ones of said receiving meansand said receiving means are set to respond to particularly codedsignals to selectively activate electrical and fluidic switching meansto operate their associated load devices. I

6. An electrical-fluidic control system comprising, in combination:

a source of electrical power;

a source of fluidic power;

a harness for selectively connecting electrical and fluidic power todesired load devices, said harness comprising a fluid transmission pathconnected to said source of fluidic power, electrical power and signaltransmission paths connected to said source of electrical power, controlmeans for applying control signals to said electrical signaltransmission path, said control signals including timing signals andfunction selection signals, and receiving means connected to saidelectrical power and signal transmission paths for receiving saidcontrol signals to selectively activate electrical and fluidic switchingmeans to operate desired load devices. v p

7. An electrical-fluidic control system comprising, in combination:

a source of electrical power;

a source of fluidic power; a harness for selectively connectingelectrical and fluidic 8. A method for controlling electrical andfluidic operated devices comprising the steps of connecting anelectrical power source, a fluidic power source, a control signal sourceand signal receiving means to a common harness having fluid transmissionand electrical transmission paths, applying coded control signals tosaid electrical signal transmission path, to

select desired ones of said signal receiving means and causing theselected signal receiving means to be actuated to apply electrical andfluidic power from the harness to their as sociated load devices foroperating the same.

1. An electrical-fluidic control system comprising, in Combination: asource of electrical power; a source of fluidic power; a harness forselectively connecting electrical and fluidic power to desired loaddevices, said harness comprising a fluid transmission path connected tosaid source of fluidic power, electrical power and signal transmissionpaths connected to said source of electrical power, control means forapplying control signals to said electrical signal transmission path,and receiving means connected to said electrical power and signaltransmission paths for receiving said control signals to selectivelyactivate electrical and fluidic switching means to operate desired loaddevices.
 2. An electrical-fluidic control system in accordance withclaim 1 wherein said harness comprises: an air tube for carryingcompressed air from said fluidic power source, and a plurality ofelectrical conductors for carrying said electrical power and saidcontrol signals.
 3. An electrical-fluidic control system in accordancewith claim 1 wherein said harness is located in the automotive vehicleand said control and receiving means are positioned in modules connectedto said harness at various locations around said automotive vehicles. 4.An electrical-fluidic control system in accordance with claim 3 whereinsome of said receiving means are connected to control electrical loaddevices to perform electrically operated functions when actuated andsome of said receiving means are connected to control fluidic loaddevices to perform fluidically operated functions when actuated.
 5. Anelectrical-fluidic control system in accordance with claim 1 whereinsaid control means applies coded signals to said electrical signaltransmission path to actuate desired ones of said receiving means andsaid receiving means are set to respond to particularly coded signals toselectively activate electrical and fluidic switching means to operatetheir associated load devices.
 6. An electrical-fluidic control systemcomprising, in combination: a source of electrical power; a source offluidic power; a harness for selectively connecting electrical andfluidic power to desired load devices, said harness comprising a fluidtransmission path connected to said source of fluidic power, electricalpower and signal transmission paths connected to said source ofelectrical power, control means for applying control signals to saidelectrical signal transmission path, said control signals includingtiming signals and function selection signals, and receiving meansconnected to said electrical power and signal transmission paths forreceiving said control signals to selectively activate electrical andfluidic switching means to operate desired load devices.
 7. Anelectrical-fluidic control system comprising, in combination: a sourceof electrical power; a source of fluidic power; a harness forselectively connecting electrical and fluidic power to desired loaddevices, said harness comprising a fluid transmission path connected tosaid source of fluidic power, an electrical power transmission pathconnected to said source of electrical power, a timing signaltransmission path and an information signal transmission path, controlmeans for applying control signals to said electrical timing andinformation signal transmission paths, and receiving means connected tosaid electrical power and signal transmission paths for receiving saidcontrol signals to selectively activate electrical and fluidic switchingmeans to operate desired load devices.
 8. A method for controllingelectrical and fluidic operated devices comprising the steps ofconnecting an electrical power source, a fluidic power source, a controlsignal source and signal receiving means to a common harness havingfluid transmission and electrical transmission paths, applying codedcontrol signals to said electrical signal transmission path, to selectdesired ones of said signal receiving means and causing the selectedsignal receiving means to be actUated to apply electrical and fluidicpower from the harness to their associated load devices for operatingthe same.